Rotary engine



Fjled May 28,- 1952 /M MEM-roe l Patented Mar. 14, 1933 UNITED STATES PATENT oFFics NEIL CHRISTIE, or LARDER LAxE,.oNTARIo, CANADA Application led May 28, 1932, SerialNo. 614,114, and in Canada J'une 5, 1931.

novelty fo lowing a description containing an explanation in detail of an acceptable form of the invention. v

The objectsof the invention are to devise an engine that will be ofcomparatively few parts, all of which are easily accessible bythe operator for repairs or other work; to construct an engine that can be efficiently operated by steam, or air or other fuel and which will be noiseless in operation; to eliminate the necessity of having gears and other mechanisms for reversing the motion of an engine; to avoid vibration and supply a uniform flow of the fuel to be used into the operating parts; and generally to provide an engine that is adaptable for marine, hoisting, mining, propelling and other purposes which will be comparatively cheap to manufacture, durable in construction and efficient for the fr purposes set forth. l Y

In the drawing, Figure 1 is a slde elevational view of the engine.

on the lines 2-2 in Figure 1.

Figu

the lines 3-3 in Figure l showingone of the valve controls. y

Figure 4 is a fragmentary sectional view of the driving shaft showing the return passages for the exhaust aswell as the main fuel inlet therein.

Figure 5 is an end view of the driving shaft showing the rotating ring. Figure 6 is Van enlarged detail of one of the expansion pockets. p

Like numerals of reference indicate corresponding parts in the various figures.

Referring to the drawing, the rotary Ven'- i gine has the hollow driving shaft as indicated n by the numeral 20 containing the fluid inlet passage 21'connectedto a source of supply 4and hasthe radial passages 22 connecting the inletV 'passage 21 to its circumference. The

Y driving shaft 20 also has a plurality of longitudinal exhaust passages 23 and 24, and 25 p and 26* The Hy Whel IID 27 iS concentrici55 with the shaft 20 in alignment with the radial passages 22thereof. The feed pipes 28 and 29 are tapped to the radial passages 22 Vandfextend to the inner circumference of thel fly wheel rim and secured thereto by weldingho `oiother convenient methods and curved at 30 and 3l and terminate in the cups 32 and733 forming the impulse members. Y

The impulse members or cups 32and 33 each'have exhaust openings 34 and 35, and65 36V and 37, which are connected by means of the return pipe exhausts 38 and 39, and 40 and 4l, to the longitudinal exhaust passages 23 and '24, and 25 and 26.

Each set ofret'urn pipe exhausts in the??0 cups are placed diagonally to one another` so that the inner exhaust openingsl will form F the propulsion meansforthe rotation of the Vfly wheel in one direction and the outward exhaust openings will form the pro ulsion75 means for the rotation of the fly whee in the oppositedirection;

The 'standards' 42 and 43 formfjournal i members `for the driving shaft and adjacent tothe standard`43'is the packing ring44 for '-80 e l preventing the escape Vof the steam or other Figure 2 is a vertical sectional view taken" fluid which is used for operating thefeng'ine.

' i The fluid from the exhaust passages within re 3 is a cross sectional view taken on the "valves 45 and V46, and 47 and 48, each valve controlling one of the exhaust passages and which are in the formof housings which Vf-mcircle the driving shaft adjacent to each the driving shaft are controlled by'ineans of 85 of the' openings from thelongitud-inalexhaust passages within the hollow shaft. i L

VThe actuall drive shaft for operating the machinery or whatever the engine is to be used for is operated by a belt or other means which is connected to the. pulley 49 and secured to the drive shaft 20. I.

In the operation of this particular form of engine, various kinds of fuelmay be used such as steam, air, water or other liquid, which is forced intothe feed inlet of the drivingv shaft by a suitable means and this fluid under pressure will penetrate into the feed pipes terminating in the cups. The pressure will begin to give impulses around the curve of these pipes and give their final impulse 5 in the cups towards whichever of the exhaust port passages are opened, the latter being controlled by means of the valve mechanism which will close or open various return exhaust passages within the operating shaft. It will therefore be seen that when it is desired to rotate the impellers in one direction, two of the valves will be closed which will immediately shut off the return exhaust fluid from one of each of the exhaust ports of the cups which form the final impulse action, leaving the other two valves open for allowing the fluid to escape from the remaining exhaust ports of the cups and when it is desired to reverse the rotation of the impellers, the valves are operated in a vice versa manner. It is of course understood that the actual apparatus for controlling the exhaust ports may be varied according to the various requirements or in certain cases it may be desired to rotate the impellers in one direction only and to control the reverse by a clutch or other mechanism.

What I claim is:

1. In an engine, a hollow shaft forming a fluid inlet and having longitudinal passages forming exhausts, a ly wheel rim concentric with said shaft, feed pipes tapping the hollow of said shaft and rigidly secured to said rim and curled outwardly therefrom, cups forming impulse members and secured to the curved ends of said pipes and having exhaust openings connected to said exhaust passages, and valves introduced in said exhaust passages and adapted to direct the impulse fluid into reverse contact with the cups.

2. In an engine, a hollow shaft forming a fluid inlet and having longitudinal passages forming exhausts, a fly wheel rim concentric with said shaft, a plurality of impellers having feed passages tapping the hollow of said rim and curved outwardly therefrom, cups forming impulse members and secured to the curled ends of said pipes and having exhaust openings diagonally opposite to one another and connected to said exhaust passages and valves introduced in said exhaust passages and adapted to direct the impulse fluid into reverse contact with the cups.

Signed at Kirkland Lake, Canada, this 7th day of April, 1932.

NEIL CHRISTIE. 

